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Two years in, Toronto’s ambitious plan for new bike lanes is falling behind, advocates say

A city where it’s possible to cycle from North York to the waterfront, and Etobicoke to Scarborough, where cyclists can get wherever they’re going safely and efficiently, along major routes like Bloor and Yonge Sts.

That’s the dream of Toronto’s ambitious $153.5-million, 10-year cycling plan that aims to double the existing network of cycling infrastructure in the city.

In June 2016, city council committed to building up to 560 kilometres of new bike lanes and cycle tracks (lanes physically separated from cars), as well as up to 110 km of sidewalk-level boulevard trails that allow people to cycle along busy streets.

Two years in, and the city has installed 28.5 km of bike lanes and cycle tracks — including the separated lanes on Bloor St. W. from Shaw to Avenue Rd. — about 5 per cent of what was promised.

“It’s painful and heartbreaking to look at these deaths ... seeing it year after year,” said Koehl.

“Because we know what’s lacking.”

Cyclist deaths have hovered between one and four over the last 10 years, according to police data.

According to transportation services, more than 70 km of new cycling infrastructure has been installed since June 2016, including 13 km of multi-use trails, 23 km of sharrows (street markings) and 5.8 km of “contra-flow” lanes, which run opposite to traffic.

Just 17 km of that total are physically separated cycle tracks, and 11.5 km are painted bike lanes — the kind of infrastructure advocates say give cyclists more protection from cars.

It’s not money that’s needed, Koehl said, noting council pledged to spend $16 million a year, but rather political will “right from the top,” especially from the mayor and members of the influential Public Works and Infrastructure Committee.

Councillor Jaye Robinson, chair of the committee, declined a request to speak Tuesday, through her office, citing a busy schedule.

Mayor John Tory’s director of communications, Don Peat, sent an emailed statement in response to an interview request about the plan, saying it is “moving forward thanks to Mayor Tory and a majority of city councillors dedicated to improving cycling infrastructure in our city.”

He added that in addition to the plan, as part of the Vision Zero road safety initiative, the city is “enhancing” 12 of the busiest cycling corridors through measures such as refreshing zebra markings and adding bollards and planters where possible to separate cyclists from cars.

While some improvements have been made through the master plan, including contra-flow lanes on Denison and Bellevue Aves. between Queen St. W. and College St., Koehl said what’s really needed are the connections along major roads from north to south and east to west across the city.

They’re not only “the most dangerous” but also “the most useful in actually getting from place to place.”

Council voted to downgrade that plan, committing only to possible future studies, except for along stretches of Yonge and Bloor, and the Danforth, but the kilometres of lane are still included in the overall plan.

“The plan itself was undermined by the council vote to take out the main streets,” said Liz Sutherland, interim director of advocacy and government relations at Cycle Toronto.

“It is a matter of political will.”

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“If they actually did what they keep promising to do we’d be in a very hopeful or positive place,” Koehl said adding cyclists are still battling the idea that they are just “out for a ride.”

“Some politicians have never gotten their heads around this idea that cyclists are doing exactly what motorists are doing, trying to get to particular destinations, but just using two wheels instead of four.”

Correction — July 19, 2018: This article has been edited from a previous version that incorrectly referred to contra-flow lanes on Queen St. W. In fact, the lanes run between Queen St. W. and College St. on Denison and Bellevue Aves.

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